Rotary engine.



' No. 7161542a Patentad Dec. 23, |902. W. J. MACKLE. ROTARY ENGINE.(Applicatirm Bled Aug. 22, 1902.) (N'o Model.) '2 Sheets-S'hagt l.

- un. 7|a,s42. 'Patented nec. 23,1902;

w. J.' MACKLE.

ROTARY ENGINE.

(Application led Aug. 22, 1902A (nu Model.) 2 shets-sheet -2'.

llirnn rnrns PATENT OFFICE.

VILLIAM J. MAOKLE, OE ELIZABETH, NEV JERSEY, ASSIGNOR OF ONE- j HALE TOPETER M. KLING, OE ELIZABETH, NEW JERSEY.

ROTARY ENGINE.

SPECFICATION forming part of Letters Patent No. 716,642, dated December23, 1902- Application tiled August 22,1902. Serial No. 120.611. (Nomodel.)

T0 all whom, it may concern.-

Be it known that I, WILLIAM J. MAGKLE, a citizen of the United States,residing at Elizabeth, New Jersey, have invented certain new and usefulImprovements in Rotary Engines, of which the following is a specication.

My invention relates to engines of the rotary type, and has for itsobject to provide an engine of simple construction and economical ofsteam consumption and in which the pressure of the steam itselfmaintains steam-tight joints between moving parts.

Further objects of my invention are to provide an engine of suchconstruction that any pressure which would tend to impair the packing oropen joints which should be steamtight is reduced to a minimum, toprovide moving parts of such construction that wear is automaticallytaken up, and to provide a piston of such construction that its contactwith the cylinder is automatically preserved steam-tight and wearcompensated for.

A construction of engine embodying my invention is illustrated in theaccompanying drawings, in which- Figure l is a vertical sectiontransversely of the cylinder. Fig. 2 is a vertical sectionlongitudinally of the cylinder. Fig. 3 is a top plan View of the piston.Figs. @l and 5 are views showing details of various parts of the engine.

The same reference letters and numerals are applied to the same parts inthe different views.

l have illustrated a simple form of engine consisting of a single maincylinder; but it is to be understood that other similar cylinders may beconnected to the same shaft, thus making engines of multiple or compoundtype, as Well as providing means for obviating dead-centers.

A indicates the casinglor shell of the engine which is of such form asto provide a housing for moving parts as well as to form the body of thecylinder. This casing is provided with screw-threaded flanges B for theattachment ofthe cylinder-heads B B2. The cylinderheads are providedwith suitable apertured hubs to provide journals for the shaft T. Thejoints between the casing and the cylinder-heads and also thehubs of thelatter are provided with the usual steam-packing gaskets andpacking-glands, respectively, to preserve them steam-tight.

Attached to the shaft T, so as to rotate therewith, is a hub E. In thishub is asteam port and channel 13, by which steam is fed to the cylinderfrom the steam-inlet 3 in the cylinder-head B. Mounted in this hub isthe piston Q. The piston is formed of flaring shape, as shown, beingWider at its extremity than near its seat. It is loosely mounted in itsseat, so as to allow of movement radially. The object of providing apiston of flaring shape and admitting of radial movement will beexplained later. The face yof the piston Q is provided with a marginalplate 16, of soft metal-such as, for instance, Babbitt metalas clearlyshown in Figs. l and 3 of the drawings. This marginal plate isadjustably secured to the face of the piston Q by'means of an undercutplate 17, the beveled edges of which engage the beveled edges of themarginal plate, as shown in the drawings. The plate 17 is held on thepiston-face by means of screws 13.

Mounted so as to have a slight sliding 1ongitudinal movement on hub Eare cone-pieces F F2. These cones may be retained in place and havetheir outward longitudinal movement limited by screw-threaded collars ff, which are secured on threaded shoulders formed on ends of hub E.These cones are provided with sloping or beveled inner faces accuratelyfitting against beveled faces, so as to form an angle bearing thereupon.The respective bearing-faces of the cylinder and the cones must be madeto fit securely, so that when the cones are pressed into contact withcylinder-faces a steam-tight joint is formed. The outer ends of thecones F F2 are recessed to form steam-chests 2 2. The steamchests ateach end of the cylinder communicate through channels 15 in the hub E.The

steam-chests are preserved steam-tight by suitable packing interposedbetween the cylinder-heads and the cones. A suitable cut-` off J isprovided in the end hub E, by which the admission of steam to thecylinder is regulated. This cut-off is held in position by pins I incylinder-head B', so as to allow of longitudinal movement. The cut-offmay be regulated to work the engine expansively.

Above the cylinder is arranged a casing O, inclosing the actuatingdevice for fulcrum or abutment AG. In the machine illustrated thisactuating device consists of a cylinder 4, provided with piston L, towhich is attached rod K. At the lower end of rod K is attached fulcrumG, which enters the cylinder and at the limit of its downward movementabuts against hub E, so as to form a tight joint therewith. At the limitof the upward movement fulcrum G is withdrawn from the cylinder, so asto permit piston Q to pass by in its revolutions. Piston-rod K is guidedin its movements through packing-glands H and O, the latter beingconveniently carried bya centrally-apertured plate D, screwed onto thetop of the cylinder.

The fulcrum or abutment G is constructed, as shown in Fig. 4 of thedrawings, of two members 19 and 19, provided with mating shoulders 2O20. The members 19 19L are secured together by means of a screw 21,which passes through a slot in the member 19 and is screwed into themember 19, so that member 19 has a slight vertical longitudinal playwith respect to the member 19". The shoulders 2O 20L on the respectivemembers form a cam-surface to force the members apart and automaticallycause a tight joint between the fulcrum or abutment and the walls of itsaperture, through which it reciprocates.

Cylinder 4 is provided with a packing-gland N for the passage ofthepiston-rod K and with a cap P. Aspring M is provided beneath piston L,exerting an upward pressure thereon for the purpose of keeping fulcrum Gin a raised position out of the cylinder 1 and of the path of piston Qwhen the engine is not inoperation.

Within the walls of cylinder-casings C and A, arranged as shown in thedrawings, are suitable steam passages and ports 9, l0, 11, and 12, bymeans of which steam is admitted at the proper times to and from1cylinder 4. Theadmission of steam to these passages is controlled bythe rotations of the cones F and F2, which are provided withsteam-passages 5,`6, 7, and 8, so arranged as to come into communicationwith passages 9, 10, 1l, and 12 at and for the proper time to actuatethe fulcrum G. The arrangement of these passages will be understoodfromthe following description of the operation of the engine. Steambeing admitted at the inlet 3 into steam-chests 2 2 enters the cylinderthrough passage 13, the entry to which is controlled by cut-off plate J.Simultaneously the steam enters channel 5 in cone F', which communicateswith steam-chest 2, as shown in dotted lines. Passage 5 is of suchlength as to maintain communication with passage 9 for such a period oftime as will keep fulcrum G in its depressed position within thecylinder, as shown in Fig. 1, until it is required to be raised out ofthe path of piston Q. Vhen piston Q has reached the point when it isabout topas's fulcrum G, passage 7 in cone F2 comes into communicationwith steamchest 2 2 and passage 11, and thus admits steam to the lowerside of piston L, thus forcing the piston to raise fulcrum G out of thepath of piston Q. It will be apparent that passage 7 in cone F2 is muchshorter than passage 5, since fulcrum G is required to be raised for amuch shorter period of time than it is required to be depressed. Theexhaust from the lower end of cylinder 4 is through passage 10 andchannel 6 in the cone F2 to the exhaust-port 14, with which itcommunicates by lateral passage in the engine-casing. The exhaust fromthe upper end of cylinder 4 is through passage 10 to channel 8 in thecone F', which communicates through a lateral branch or passage withexhaust-port 14.

Although I have described and shown the `actuation of fulcrum G by meansof steampressure, I may, if desired, actuate the same by means of acamor eccentric and pitman connected with the main shaft, for instance. Imay also use other fluid pressure than steam.

An important feature of my invention, as above indicated, is the angularbearing-faces of cones F' F2, which,together with the sloping faces ofthe cylinder upon which they bear and the longitudinal movementpermitted to the cones, automatically take up all wear. Thesteam-pressure in the steamchests upon the outer surfaces of the coneskeeps the cones in close contact with the cylinder-faces. The angle ofslope of the conefaces and cylinder-faces may be of any desired degreeto accomplish the best results. I have found that the best results aresecured when the angle of slope is greater than forty-five degrees withreference to the shaft.

Another advantage which my form of construction confers is that thesurface of the cones exposed 1o steam-pressure from the interior of thecylinder is much smaller than that exposed to the exteriorsteam-pressure from the steam-chests. This obviates all tendency of thecones to move outwardly by reason of the pressure from the outside beingin excess of that from within the cylinder. This not only insures atight joint between the cone and cylinder faces, but the pressure fromthe interior of the cylinder counteracts the pressure from the exteriorand greatly reduces the lfriction and binding between the faces. Byhaving the interior of the cylinder of the form shown in thedrawingsthat is, of a somewhat-globular form, the cross-sectional areaon the median line greater than the cross-sectional area of its endopeningsthe interior pressure on the cone-pieces is reduced, thus stillfurther maintaining the disparity between the outer and inner 'pressu reon the cone-pieces.

It will be seen that by regulating the amount of steam applied to thesteam-chests the dif- IOO ference in pressure on the outer and innerfaces of the cones may be adjusted so as to reduce the friction betweenthe cylinder and cone faces to a minimum, while at the same timepreserving a steam-tight joint.

The form and manner of mounting of my piston, as before intimated, is animportant feature of my invention. By reason of its iiaring shape andits longitudinal or radial play in its seat the pressure of the steamupon its sloping face tends to force it outwardly against thecylinder-wall, thus preventing any leakage of steam past its extremity.The centrifugal force developed during the running of engine also tendsto throw the piston outwardly against the cylinder-wall. By forming theface of the piston with a marginal plate of soft metal engaged by theplate 17 the pressure of the steam upon said plate 17 tends to pressoutwardly the soft-metal plate 1G against the walls of the cylinder,

thus automatically insuring a steam-tight.

joint around the edges of the piston. The plate 17 being attached to thepiston by means of a screw, as shown, all wear of the marginal plate 16may be taken up.

The abutment 19, being constructed as shown in Fig. Ll, automaticallyforms a steamtight joint at the moment it comes into action. At everydownward thrust its member 19 strikes the hub E, causing its shoulder 2Oto engage with the shoulder 20 of its mating member, and thereby forcethe two members apart to insure a steam-tight joint around the sides ofthe abutment. On the retreat of the abutment Gr to allow the piston Q topass the same the member 1) drops, and thus relieves the abutment offriction in its reciprocation through the cylinder-body.

Thus it will be seen that an engine constructed according to myinventionpossesses nnmeronsfeatnresofadvantage. Itsworking joints areautomatically maintained steamtight, thus insuring economy of steamconsumption. Vear is taken up without the need of inspecting andadjustment of inaccessible parts.

Having thus described my invention, the following is what I claim as newtherein and desire to secure by Letters Patent:

1. In a rotary engine, a steam-cylinder having at its ends slopingbearing-faces, conepieces mounted to close the ends of said cylinderwith their sloping faces coincident with the sloping bearing-faces ofthe cylinder, said cone-pieces being movable toward and from saidcylinder and having steam chests at their outer ends.

2. In a rotary engine, a steam-cylinder having at its endsoutwardly-sloping bearingfaces, cone-pieces mounted to close the ends ofsaid cylinder with their sloping faces coincident with the slopingbearing-faces of the cylinder, said cone-pieces being movable toward andfrom said cylinder and having steam-chests at their outer ends.

3. In a rotary engine, a steam-cylinder having at its ends slopingbearing-faces, conepieces mounted to close the ends of said cylinderwith their sloping faces coincident with the sloping bearing-faces ofthe cylinder, said cone-pieces being movable toward and from saidcylinder and having steam chests at their outer ends, the cone pieceshaving greater area exposed to steam-pressure from the steam-chests thanis exposed to pressure from within the cylinder.

11. In a rotary engine, a cylinder having its interior of greatercross-sectional area at the median line thereof than at the endsthereof, and having its ends formed with sloping bearing-faces,cone-pieces mounted to close the ends of said cylinder with theirsloping faces coincident with the sloping bearing-faces of the cylinder,said cone-pieces being movable toward and from said cylinder and havingsteam-chests at their outer ends.

5. In a rotary engine, a steam-cylinder having its interior of greatercross-sectional area at the median line thereof than at the endslthereof, and having its ends formed with outwardly sloping bearingfaces, cone pieces mounted to close the ends of said cylinder with theirsloping faces coincident with the sloping bearing-faces of the cylinder,said cone-pieces being movable toward and from said cylinder and havingsteam -chests at their outer ends.

6. In a rotaryengine having its interior of greater cross-sectional areaat the median line thereof than at the ends thereof, and having its endsformed with sloping bearing-faces, cone-pieces mounted to close the endsof said cylinder with their sloping faces coincident with the slopingbearing-faces of the cylinder, said cone-pieces being movable toward andfrom said cylinder and having steamchests at their outer ends, thecone-pieces having greater area exposed to steam-pressure from thesteam-chests than is exposed to pressure from within the cylinder.

7. In a rotary engine, a cylinder, a shaft passing through saidcylinder, a piston carried by said shaft, a fulcrum reciprocated intoand out of said cylinder, said fulcrum when within the cylinder formingwith said piston a closed steam-chamber, and means to hold said fulcrumout of the path of said piston when the engine is not in operation.

8. In a rotary engine, the cylinder, a shaft passing through saidcylinder, a piston carried by said shaft, a fulcrum reciprocated intoand out of said cylinder, an auxiliary cylinder to operate said fulcrum,a spring interposed between the lower face of the piston within the saidauxiliary cylinder and lower cylinder-head thereof, said spring exertingupward pressure upon said auxiliary piston to hold the fulcrum out ofthe path in the main cylinder when the engine is not in operation.

9. In a rotary engine, a main cylinder, a shaft passing through thesame, a piston carried by said shaft, a fulcrum reciprocated into IOOIIO

and out of said cylinder to form With said piston a closedsteam-chamber, an auxiliary cylinder to operate the said fulcrum,cone-pieces mounted on the shaft of said main cylinder and havingsteam-chests at their outer ends, ports in said cone-piecescommunicating With said steam-chests and said main cylinder, and otherports and passages Within said conepieces communicating With saidsteam-chests and said auxiliary cylinder.

10. In a rotary engine, a cylinder, a shaft passing through the same, ahub mountedon said shaft, cone-pieces mounted on said shaft to close theends of the cylinder, steam-chests at the outer ends of saidcone-pieces, passages Within the hub connecting the steamchest of onecone-piece With the steam-chest of the other cone-piece.

1l. In a rotary engine, a steam-cylinder having at its ends slopingbearing-faces, a shaft passing through saidcylinder, conepieces mountedon said shaft to close the ends of said cylinder with their slopingfaces coincident with the sloping bearing-face of the cylinder, saidcone-pieces being movable longitudinally of the shaft, steam-chests atthe outer ends of said cone-pieces, a hub mounted on said shaft,passages Within the hub connecting the steam chest of one conepiece withthe steam-chest of the other conewas@ pable of radial movement therein,said piston having its pressure-face inclined to the direction ofsteam-pressure, the inclination of said face beingsuch that the pressureof steam thereon will tend to force the piston radially outward.

14. A piston having packing on the pressure-face thereof, and meanscoperating with said packing and responsive to the steampressure thereofto press said packing toward the cylinder-Walls. y

15. A piston having a marginal packingplate on its pressure-face, aplate engaging said packing-plate to retain it in position, both saidplates having beveled engaging edges.

16. A piston having a marginal packingplate on its pressure-face, saidplate having beveled edges, a retaining-plate having undercut edgesengaging said packing-plate, and adjustable means to cause theretaining-plate to press the packing-plate toward the cylinder-Walls.

17. A piston having a marginal packing plate on its pressure-face, saidplate having beveled edges, a retaining-plate having undercut edgesengaging said packing-plate, and adjustable means to cause theretaining-plate to press the packing-plate toward the cylinder, saidretaining-plate tending to press the packing-plate toward thecylinder-Walls When the piston is subjected to steam-pressure.

18. A piston having on its pressure-face a marginal packing-plate ofantifriction metal provided with beveled edges, a retaining-plate havingundercut beveled edges engaging said packing-plate, means to adjust theengagement of the two plates and to take up Wearl of the packing-plate.

WILLIAM J. MACKLE. Witnesses:

H. C. WORKMAN, P. F. SONNEK.

